Train-control system



Sept. 8, 1925.

B. W. MEISEL TRAIN CONTROL SYSTM Filed Dec. 18. 1922 INVENTOR B' @La f w M T M A* W.. M.

Patented Sept. r8, 1925.

*UNITED STATES PATENT OFFICE.

BENJAMN W. MESEL, OF CHICAGO, ELLINOIS, vASSIGNOR TO THE REGAN SAFETY DE- VICES COMPANY, INC., GF NEW YRK, `1\T.'Y.7 A CORPORATION OF NEW YORK.

TRIN-CONTROL SYSTEM.

Application filed December 18, 1922. Serial No. 607,621.

To all whom t may concern: n

Be it known that l, BENJAMIN W. MEISEL, a citizen or" the United States, and resident et Chicago, in the county of Cook and State 5 of `illinois, have invented certain new and useful Improvements in Train-Control Systems, of which the following is a specification. Y

This invention relates to a train control system, and more particularly to improvements in a system for controlling the movement of trains; and has special reference to the provision of a system in which manual operation of the train by the engineman is coordinated with the operation of the train by automatic control mechanism to provide for expeditious and safe train movement.

A principal object of the present invention comprehends the provision of a system for controlling the movement of trains in which the train is automatically controlled from the roadside in accordance with traffic conditions so that under danger traflic conditions a vehicle carried mechanism is operated to produce a train stopping eiect, and in which the vehicle carried mechanism may be controlled by the engineman, to forestall a Tull stopping of the train for effecting the expeditious movement thereof, such iiorestalling being impossible, however, until the stopping effect has been initiated and until a predetermined stage of train movement has been effected which is consistent with a safe train operation.

A further principal object of the present invention includes the provision of a train control system in which the vehicle carried mechanism is operated automatically from roadside mechanism under clear and danger roadside conditions to produce proceed and stop eects in the vehicle carried mechanism in response to the roadside clear7 and danger conditions, with means operable by the engineman being provided for placing the movement of the vehicle under speed control when a stop` cffect of the vehicle mechanism has been alitomatically produced, the said automatic and manually controlled means being so coordinated as to require the engineman to intervene lf'or effecting the proper dispatch ot the train, the intervention of the engineman,

however', being possible only after a safe condition of control or operation of the train has been attained.

To the accomplishment of the foregoing and such other objects as may hereinafter appear, my invention consists in the elements and their relation one to the other, as

. hereinafter more particularly described and sought to be delined in the claims, reference being had tothe accompanying drawings forming a part thereofy and in which:

The figure is a diagrammatic vievs7 showing the vehicle carried apparatus and circuits and the roadside apparatus and circuits cooperating therewith.

In the train control system of my present invention, for directly controlling the movement of the train there is provided an electro-responsive device for controlling the operation of the air brake system, the said electroresponsive device being under the control of cooperating train and roadside mechanism, and being operated thereby in accordance with roadside or traffic conditions. The electroresponsive vehicle control device comprises an electromagnet 20 which controls the operation cfa combined reservoir and brake valve 21 of the t. pe disclosed in the patent of Archibald Gr. Shaver No. 1,411,526 of April fl, 1922, and in the copending application of Allen B. Kendall, Serial No. 143,046 of February 7, 1921, the said reservoir and brake valve being interposed between tlie main reservoir 22 of the air brake system and the enginemans brake valve 23, and being connected thereto by means of the piping 24 and 25 respectively, the said reservoir and brake valve 21 including a reservoir valve which under normal conditions permits the free` low of reservoir air from the main reservoir 22 to the enginemans brake' valve. 23, and which under `unsafe running conditions of the train is closed to cut off the supply of air from the main reservoir to the enginemans brake valve. The combined reservoir and brake valve 21 is also connected by means of the pipe 26 to the brake pipe of the air brake system, and by means of a pipe 27 to atmosphere, the construction and operation of these parts being such that under normal running conditions of the train the brake valve of the valve mechanism 21 is closed to prevent veuting communication bet-Ween the brake pipe and the exhaust pipe 27, and under abnormal running conditions of the train the said valve is opened to effect intercommunication between the pipes 26 and 27 for venting the bra-ke pipe to apply the brakes.

F or the purpose of rendering the automatic train control mechanism inactive, as when it is desired to run the train without automatic control, there is provided a bypass 28 connecting the pipes 24 and 25, the said bypass being controlled by a. cock 29 which is normally closed and which is shown in closed position in. the ligure, the opening of the cock 29 permitting the free flow ot reservoir air from the main reservoir 22 to the enginemans brake valve 23, irrespective ot any operation of the combined reservoir and brake valve 21; and there is also pro vided a cock 3() in the piping 26, the said cock being normally open as sho-wn and being closedwhen it is desired to render in* operative the control iof the brake valve of the reservoir and brake valve 21.

F or operating the electr-@magnet 20 there is provided an energizing circuit which is normally closed under sa-fe roadside conditions and which is opened under unsafe roadside conditionsto effect the deenergization ot the said electromagnet to produce the desired operations of the reservoir and brake valve 21. This normally energizing circuit comprises the train carried source oi energy 35, the conductors 36 and 36, coil of electromagnet 20', conductor 37, make and break device 38 movable to a plurality of positions such as ai, 5 and c and normally occupying the full line position a, conductors 39, 40, 41 and 42 and resistance r.

F or controlling the behaviour or" the contact 38 to close and open this circuit, there is provided cooperating train and roadside mechanism which 'functions to cause the said contact 38 to maintain or hold its full line position a. under safe traffic conditions, and to cause the same to move to the neutral dotted line position 5 under danger traffic conditions. The train and roadside mechanism for controlling` the action of the contact 38 includes the provision of a roadside energy transmitting device which in the present form of my invention comprises a plurality of ramp rails spaced along the roadside, a rampv rail such as indicated at 43 being provided tor each section or block of the track, said ramp rail comprising means for transmitting energy to a train carried shoe 44 under sate7 roadside conditions, such energy being transmitted to vehicle instrumenta-lities such as the translating means in the form of a stick relay 45, the action of which directly controls the behaviour of the make and break device or contact 38. Under normal running conditions of the train'between ramp rails,` the stick relay 45, which may comprise a stick relay of the type disclosed in the copending application oi Allen B. Kendall,` Serial No. 414,375 of August 18, 1920, and which includes an electromagnet locking device 46, is energized by the train carried battery through a local circuit including the said battery, the conductors 36, 47, a stick contact 48 controlled by the relay 45 and normally in the full line position shown, conductor 49, contacts 50 and 51 normally bridged by a switch element 52 attached to r'or movement with the shoe 44, conductor 53, coil of relay 45, relay lock 46, conductor 54, contacts 55 and 56 normally bridged by a switch element 57 also attached to for movement with the shoe 44, conductor 58, stick contact 59 under the control oi' relay 45 and normally in full line position as shown, conductors 60, 41 and 42 andresistance r.

Vhen the train passes a ramp under safe or clearwroadside conditions, the stick relay .45 is controlled by the cooperation ot the shoe 44 and the ramp rail 43, the cooperation being such that as the shoe rides over the ramp rail the normally closed local circuit for the relay (45 is opened and another circuit substituted therefor,

which other circuit is operated in response to roadside or traiiic conditions. The. substituted circuit comprises a partialvroadside circuit which is connected to t-he ramp 43 and a partial train carriedvcircuit which is connected to the shoe 44, the two partial circuits combining to form a completed circuit for operating the relay 45. In the present syst-em the partial roadside circuit includes essentially a roadside source of energy such as the battery 61, one or more movable contacts 62 and 62 comprising a circuit make and break means under the control of a relay R,and one of the track rails T, said circuit being traced from thev ramp 43 by thel conductor 63, contact 62, battery 61, contact 62', conductor 64, resist-- ance 65, and a. conductor 66 connected to one of the rails T. The partial cooperating vehicle circuit may be traced `from the shoe 44 which coacts with the ramp- 43 through the conductor 67, a contact 68 which is connected to the contact 55 by means of the switch element 57 bridging the same when the slice ,44 is raised by engagement with the ramp 43, the Contact 55, conductor 54, relay lock and relay 46 and 45, conductor 53, contact 51, a contact 69 which is connected to the contact 51 by means of the switch element 52 bridging thesame when the shoe 44 is raised, and conductor 7 O connected to the framework of the vehicle. With this construction and arrangement, it will be evident that when the shoe engages a ramp the relay 45 will be controlled by a circuit which is completed by the engagelll() lli ment of the-shoe and ramp, and the electrical connection between the vehicle tramework and a track rail T. Under normal running conditions of the vehicle the contacts 62 and 62 of the roadside make and break device are in closed position as shown in the figure, and under this condition the cooperating vehicle and roadside partial circuits-form a completed closed circuit tor energizing the rela 45,' with current ot' a given polarity or direction to hold or maintain the relay contacts such as 38, 48 and 59 in the full line position shown in the drawings. With this construction, it will be furthermore seen that as the shoe leaves the ramp under normal or clear roadside conditions the local or vehicle circuit for controlling the relay will be resubstituted for the combined roadside and vehicle partial circuits for energizingr the said relay with current of a similar polarity or direction to maintain the relay contacts in the normal full line position.

As liereinbefore referred to, one of the principal objects of the present invention is the provision of a train control system in which the train is automatically controlled by the roadside mechanism to produce a stop effect or condition in the vehicle carried mechanism so as to bring the vehicle to a halt, and in which the engineman for etfecting the proper dispatch of the train is made to cooperate with the automatic mechanism to 'forestall the complete stopping of the vehicle, such tores-talling being operative, however, only when the vehicle is moving at or below a predetermined and sal-'e speed, thus providing-a system in which automatic operation and manual cont-rol by the engineman are coordinated to permit expeditious and safe train movement. To accomplish this objectof my invention and to bring the train to a halt under danger7 track conditions, the contact 38 is so controlled as to effect the opening of the normally closed circuit controlling the electromagnet 20 to deenergize the electromagnet and bring the train to a halt, and to :torestall a .tull stop, the said Contact is operated to reenergize the electromagnet 20 and place the same under the control of the speed of the train. In the present construction, this is accomplished more specifically by placing the contact 38 under the control of the stick relay 45 heretofore described, and by providing means whereby the said translating means or stick relay 45 is automatically controlled by the roads-ide mechanism to produce the stop7 effect and is manually controlled by the engineman to substitute a speed control forthe said stop effect.

To accomplish these results, the roadside relay R is operated in response to roadside conditions, and is deenergized under danger conditions in ka manner to be described hereinafter dcenerffization of this rela i eitj c a ecting the opening of thecontacts 62 and 62 for opening the roadside partial cir- Y 20 to produce the stop effect. To torestall the complete stopping of the vehicle, my present invention includes the provision of manually operable means for reenergizing the stick relay 45 with current of a polarity or direction opposite to the normal polarity, or direction thereof so that the contacts controlled by the relay' will be moved to the inclined dotted line position shown in the drawings. To these ends more speciically I provide a manually operable switch mechanism generally designated asl 7l operable by the engineman on the train, and a special contact means 72 controlled by the relay 45, the said contact being normally open as shown in full line position and being closed only when the relay 45 is deenergized, assuming the position shown diagrammatically as a b when the relay is deenergized for energizing a circuit comprising the battery 35, conductors 36, 47, 73 and 74, contact 72 closed when the relay 45 is deenergized, conductor 7 5, contact 7 6 normally open, conductor 77, relay lock and relay 46 and 45, conductor 78, normally open contact 79, conductors 8O and 42, and resistance lr. The contact means 72 in its mechanical construction may comprise two contact elements adapted to make contact in the positions a, b when the relay 45 is deenergized, the same being arranged so that when the relay is energized with current of one polarity, the contacts will be moved to break at the position b', this being diagrammatically indicated by the contact means assuming the full-line position shown and when the relay is energized with current of an opposite polarity the contact means breaks in the position a, this being diagrammatically represented in the drawings by the said contact means assuming the right dotted line position. The contacts 76 and 79 are connected to a plunger 81 normally occupying a descended position which may be moved to ascended position by means of a push button device 82, the plunger push button comprising impulse actuating mechanism of the type shown in the copending application of Archibald G. Shaver Serial No. 634,053, iiled April 23, 1923, the construction of these elements being such that llO the plunger 8l will be operated only upon a single mechanical impulse of the push button device 82, so that if the push button device is maintained in an ascended position the plunger 8l will be moved to descended position, making it necessary to operate the switch each time a closing of the circuit is desired.

As shown in the drawings and as described more in detail in the said copending application, the construction of the single impulse push button mechanism includes a receptacle shaped push button device 82 which contains a iiuid in which moves the bottom disk or piston-shaped member formed on the plunger or stem 8l which is slightly spaced from the inner walls of the receptacle push button, the construction being such that when the push button is operated to an ascended position a single impulse will be transmitted to the piston and stem and the latter will thereafter be free to move to descended position whether or not the push button receptacle is held in an ascended position or released for movement to the descended position. Willen the push button 82 is operated to close the contacts, the fluid in the receptacle acts against the piston of the plunger to transmit the operation to move the plunger and the contacts to ascended position, the plunger being thereafter free to gravitate since the fluid contained in the receptacle 82 gradually seeps through the clearance provided between the piston and the receptacle wall. Upon the closing of the switch and the contacts 7 6 and 79, the relay 45 is energized by current of an opposite polarity by means of the circuit traced so that the contacts controlled thereby are moved to the inclined dotted line position shown in the figure, movement of these contacts producing a holding circuit for the relay to maintain the contacts in the dotted line position,

` the said holding circuit beng traced from the battery 35, conductors 36, 47, 73, and 83, contact 59 in dotted line position, conductor 58, contacts 56 and 55, conductor 54, relay lock and relay 46 and 45, conductor 53, contacts 5l and 50, conductor 49, contact 48 in dotted line position, conductors 40, 41 and 42 and resistance r.

This holding circuit will cause the contact 38 to be maintained in the dotted line position c for the closing of a circuit for the electromagnet 20, placing the latter under the cont-rol of the speed of the vehicle, the said circuit comprising battery 35, conductors 36 and 36', electromagnet 20, conductor 84, contacts 85 and 86 bridged by a speed circuit controller 87 the said contacts being closed by the circuit controller when the speed of the vehicle is below a predetermined low limit such for example as l() miles, and being opened when the speed of the vehicle'exceeds this low limit, conductor 88, Contact 38 in position c, conductors 39, 40, 4l and 42, and resistance r. It will be noted that since contact 72 is normally open under clear roadside conditions with the vehicle circuits in normal conditioma misoperation by the engineman of the push button device 82 will not affect 'the yvehicle mechanism, and it will be further noted that a forestalling of the automatic operation is therefore impossible before the vehicle mechanism has been automatically operated by the roadside mechanism. It will be furthermore seen that when a stop7 effect has been produced by the cooperation of the train and roadside mechanism under danger conditions, the speed of the vehicle must be reduced to or below a predetermined low limit before the forestalling mechanism is rendered operative so that safe running co'nditions must be obtained beforelforesta-lling is possible, the safety conditions imposed by the roadside mechanism not being subject to cancellation or interference by the engineman. It will be seen, moreover, that in order to avoid a full stop and to keep the train in motion at a safe speed, the engineman must intervene and be alert to operate the forestalling means.

After an automatic application and a forestalling operation and when a shoe contacts an energized ramp, the train circuits will be returned to their normal condition permitting unlimited speed. Viith the circuit arrangement described, moreover, it will be understood that if after operating the forestalling switch for placing the electromagnet under the control of the speed circuit controller A87, the speed of the vehicle is made to eXce-ed the predetermined low limit, the electromagnet 20 will again be deenergzed by the opening of the contacts 85 and 86, necessitating a reduction in the speed of the vehicle to or below the low limit before the brakes of the train can be released, it being necessary, therefore, to keep the speed Vof the train below the safe limit until an energized ramp has been reached, as for example, 4

a clear or an unoccupied block.

For controlling the roadside make and break contacts 62 and 62 in response to roadside conditions, the relay R heretofore referred to is provided, the said relay being normally energized by a circuit comprising a battery 89, common conductor 90, conductor 91, coil of relay R, conductor 92, a contact 93 controlled'by a signal relay lSR and conductor 94 to battery 89. The relay R, it will thus be seen, is energized by this circuit when the contact 93 is closed, the said contact being closed when' the signal relay SR is energized, relay R being deenergized when the signal relay vSR is deenergized for opening the contact 93.

The signal relay SR is controlled inany conductors 98 and 99 fed by the track battery 100), conductor 101, contact 102 controlled by track magnet 103, conductor 104, pole changer 105 of the signalling apparatus f SB of the next block in advance such as B including the battery 106, the conductor 107, and return or common conductor 90. The signal relay SR is similarly associated With the block B and the second block in advance, not shown, a portion of the circuit to the signal relay SR being shovvn and including the common conductor 90, the conductor 108, signal relay SR, conductor 109, contact 110 under the control of the track magnet 111 of block B, conductor 112 to and through the second block in advance (not shown).

In the present form of my invention, for the purpose of detecting the integrity ofthe ramp the conductor 101 to the signal control relay SB is carried adjacent to the ramp 48 as indicated in the ligure, and is preferably fastened to the ramp in such a Way that if the ramp is displaced this circuit is broken,

effecting the opening of the signal relay tok cause the operation of signalling apparatus controlled by this relay.

The operation of my train control system will in the main be fully apparent from the above detailed description thereof. It will be seen that under normal or safe running conditions, the vehicle instrumentalities including the stick relay 45 are energize-'d by current of a given polarity or direction to energize and maintain energized the electromagnet 20 for permitting proceed train conditions, and that When the train carried mechanism is operated by thefroadside mechanism in response to danger traflic conditions, stick relay 45 is deenergized for opening the controlling circuit to the electromagnet 20'to deenergize the same to bring the vehicle to a stop. When this automatic operation is obtained, the engineman to forestall a complete stop vvill operate the switch mechanism 71 for effecting the energization of the stick relay 45 vvithl current of an opposite direction or polarity to substitute for the normal controlling circuit of electromagnet 20 another circuit `Icontrolled by the speed circuit controller 87 so.L

that the vehicle may proceed under speed restriction, the forestalling operation. becoming only effective after the stop effect of the vehicle has been initiated and` after the restrictive speed has been attained.

While I have shown my device in the preferred form, it will be obvious that many changes and mcdifications may be made in the structure kdisclosed Without departing the spirit of the invention defined in thefollowing claims.

I claim:

y1. In a train control system, in combination, a vehicle control device and electrical circuit means therefor, vehicle translating means for controlling the operation of said circuit means, provisions including roadside mechanism for automatically operating said vehicle translating means to produce proceed and stop effects in the vehicle control device in response to safe and danger trafiic conditions, and manually controlled means on the vehicle for operating said vehicle translating means to produce a speed control effect in said device, said manually controlled means being rendered operable onlyrvvhen the said vehicle translating means is automatically operated in response to danger trafiic conditions.

2. ln a train control system, in combination, a vehicle control device and electrical circuit means therefor, stick relay means for controlling the operation of said circuit means, provisions including'roadside mechanism for automatically operating said stick relay means to produce proceed and stop effects in the vehicle control device in response to f safe and danger traffic conditions, and manually controlled means on the vehicle for operating said stick relay means tc produce a speed control effect in said device, said manually controlled means being rendered operable only when the said stick relay means are automatically operated y in response to danger traffic conditions.

3. In a train control system, 1n combination, a vehicle control device and electrical circuit means therefor, vehicle carried translating means for controlling the operation of said circuit means, provisions including roadside mechanism for automatically operating said translating means to produce proceed and stop eHects in the vehicle controll device in response to safe and danger traffic conditions, and manually controlled means on the vehicle for operating said translating means to produce a speed control effect in said device, said manually controlled means comprising a circuit provided With a manually operable switch and al contact controlled by the translating means.

' 4. In aftrain control system, in combination, a vehiclecontrol device and electrical circuit means therefor, stick relay means for controlling the operation'of said circuit means, provisions including roadside mechanism for automatically operating said stick relay .means to' produce proceed and il l.

stop effects in the vehicle control device in response to safe and danger traffic conditions, and manually controlled means on the vehicle for operating said stick relay means to produce a speed control effect in said device, said manually controlled means comprising a circuit provided with a manually operable switch and a contact controlled by said relay means.

5. In a train control system, in combination, an electrically operated vehicle control device, a vehicle circuit therefor for normally energizing the same, vehicle carried translating means for controlling the operation of said circuit and automatically operable to efl'ect opening of the circuit and deenergization of the device, and vehicle means for re-energizing said device comprising a second circuit including a normally open make and break device controlled by said translating means, a speed controlled contact device closed when the train reaches a speed below a predetermined limit, and a vehicle switch means for operating the translating means to effect the closing of said make and break device rendered operative only upon the opening of said first circuit.

6. In a tra-in control system, in combination, an electrically operated vehicle control device, a vehicle circuit therefor for normally energizing the same, vehicle carried translating means for controlling the operation of said circuit and automatically operable to effect opening of the circuit and deenergization of the device, and vehicle means for reenergizing the said device comprising a second circuit including a normally open make and break device controlled by said translat-ing means, a speed controlled Contact device closed when the train reaches a speed belov:l va predetermined limit, and means for effecting the closing of said make and break device including a third circuit connected to for operating the translating means provided with a manually controlled switch and a normally open contact means closed on the opening of the first mentioned circuit.

7. In a train control system, in combination, an electrically ope-rated vehicle control device, a vehicle circuit therefor for normally energizing the same, vehicle carried translating means for controlling the operation of said circuit and automatically operable to effectthe opening of the circuit and the deenergization of the device, and vehicle means rer rfc-energizing said devicei comprising a second circuit including a normally open make and break device controlled by said translating means, a speed controlled contact device closed when the train reaches a speed below a predetermined limit, and vehiclemeans for effecting thel closing of said make and break device including a third circuit connected to for operating the translatmg means provided with a manually controlled switch and a normally open contact means controlled by said translating means and closed upon the opening ofthe first mentioned circuit.

8. In train control system, in combina-- tion, an electrically operated vehicle control device, a vehicle circuit therefor for normally energizing the same, stick relay means for controlling the operation of said circuit and automatically operable to effect opening of4 the circuit and deenergization of the device,

closed circuit therefor including a normal-ly closed make and break device o erative when opened for operating the sai vehicle control device to produce a train stopping effect, a normally open second circuit for said vehicle control device operative when closed for placing the vehicle control device under the control of the speed of the train, the said second circuit including a normally open make and break device, a vehicle carried translating means for controlling the operation of' both said make and break de vices, provisions including roadside mechanism for automatically actuating thev said translating means to open the first-mentioned make and break device under danger track conditions to bring about the train stopping effect, and manually controlled vehicle provisions normally inoperative and rendered operative when the said translating means are so actuated for actuating the said translating means to close the second mentioned make and break device, whereby a full stop of the train is forestalled and the movement of the train placed under the control of the speed thereof.

l0. In a train control system, in combination, a vehicle control device, a normally closed circuit therefor including a normally closed make and break device operative when opened for operating the said vehicle control device to produce a train stopping effect, a speed controlled contact means, a normally open second circuit for said vehicle control device including said contact means and operative when closed for placing the vehicle control device under the control of the speed ofthe train, the said second circuit including a normally open make and break device, a vehiclek carried translating means for controlling the operation of both said makeand break devices, provisions inill) cluding roadside mechanism for automatically actuating the said translating means to open the first mentioned make and break device under danger track conditions to bring about the train stopping eect, and manually controlled vehicle provisions noi'- mally inoperative and rendered operative when the said` translating means are so actuated for actuating the said translating means to close the second mentioned make and break device, whereby a full stop of the train is forestalled and the movement of the train placedunder the control of the speed thereof.

11. In a train control system, in combination, a vehicle control device, a normally closed circuit therefor including a normally closed make and break device operative when opened for operating the said vehicle control device to produce a train stopping eii'ect, a normally open second circuit for said vehicle control device operative when closed for placing the vehicle control device under the control or" the speed of the train,

' the said second circuit including a normally open make and break device, instrumentalities for controlling the operation of said make and break devices, provisions including a vehicle shoe mechanism and cooperative roadside ramp mechanism Jfor automatically actuating the said instrumentalities to open the first-mentioned make and break device under danger7 track conditions to bring about the train stopping eiect, and manually controlled vehicle provisions normally inoperative and rendered operative only when the said instrumentalities are so actuated for actuating the said instrumentalities to close the second mentionedv make and break device, whereby artull stop of the train is forestalled and the movement of the train placed under the control of the speed thereof.

12. In a train control system, in combination, an electromagnet for operating a brake valve, a speed circuit controller, a threeposition stick relay having a plurality of contacts, a normally closed circuit including the said electromagnet, the stick relay, and at least one of its contacts in a given position, provisions including roadside mechanism for automatically actuating the relay to move the contacts to a second and neutral position to open the said circuit, a normally open second vehicle circuit including the said electromagnet, the speed circuit controller and another ofthe said stick contacts, and manually controlled provisions on the vehicle for energizing the said relay to move its contacts to a third position to close the said second mentioned circuit, the said manually controlled provisions being normally inoperative and being rendered operative when the said relay is automatically actuated to move its contacts to neutral position.

18. In a train control system, in combination, an electromagnet for operating a brake valve, a speed circuit controller, a threeposition stick relay having a plurality of stick contacts, a normally closed circuit including the said electromagnet, the stick relay, and at least one of its contacts in a given position, provisions including roadside mechanism operative Jfor deenergizing Y the relay to move its contacts to a second and neutral position to open the said circuit, a normally open second vehicle circuit including the said electromagnet, the speed circuit controller, and another of the said contacts, and manually controlled provisions o-n the vehicle for energizing the said relay to move its contacts to a third position to close the said second mentioned circuit, the said manually controlled provisions comprising a third circuit including the relay and provided with a manually operable switch and another relay contact normally open, and closed when the relay is deenergized.

Signed at Chicago, in the county of Cook and State of Illinois, this 24th day of November, A. D. 1922.

BENJAMIN W. MEISEL. 

